Improvement in car-couplings



L. W. PUWLS.

` Car-Couplings. NO.5,Q74. Patented May19,l874.

UNITED STATES -PATEN OFFICE.

LEVI W. POWLS, OF MITCHELLVILLE, IOWA, ASSIGNOR OF ONE-HALF HIS RIGHT TO WILLIAM H. HALL, JR., OF SAME PLACE.

IMPROVEMENT IN erm-couFuNc-as..A

Specification forming part of Letters Patent No. 150,974, dated May 19, 1874 application led September 26, 1873. i

To all whom it may concern:

Be it known that I, LEVI W. POWLS, of Mitchellville, in the county of Polk and State of Iowa, have invented an Improvement for Railroads, of which the following is a speciiication:

The object of my invention is, rst, to connect a train of cars in such a manner that the draft will be applied to eachcar so as to relieve the side pressure of the wheels upon the rails during their passage around curves; second, to provide an automatic coupling that will be secure and yet flexible while the cars remain upon the track in proper order, but will uncouple a car that breaks down, or in any way gets off the track.

Figure l of mydrawing is a top plan view, illustrating the construction7 application, and operation of my invention.

a a a a represent the longitudinal pieces of the floor-frame of a car. b b b are cross-pieces of the same frame. They are joined in any suitable manner. c c is a bar forming the main part of the coupling device, It may vary in length, and must be large and heavy enough to bear all the strain of the draft required to move the car and train. At its rear end it is linked to the cross-piece or Hoor-frame of the car in any suitable manner that will allow it longitudinal play sufficient to utilize the elasticity of the spring d to prevent jarring. A collar or' shoulder on the bar c retains the elastic cushion or spring d in its place. The hinge-connection between the bar and the car must also allow the bar to swing or move sidewise. The point of connection may be in front or rear of the axle. f f are suitable springs, attached to the floor-frame in such a manner that their ends will come in contact with the bar c and retain it in its normal position in the center of the car. g is the enlarged end of the bar c, in the form Aof a jaw, and forms the locking part of the coupler. h is a springplate and clamp, attached at its rear end to the bar c, and enlarged at its front end to correspond with the jaw g.

Fig. 2 is a perspective view, illustrating more fully the form and operation of my coupling device and its relation to the wide bu'er,

which carries anti-friction rollers.

k lc is a buffer-plate, attached in any suitable way to the ends of the car in such a manner that it will co-operate with the bar c, which passes through the buffer-plate. Comm on rubber springs intervene between the plate and the car. I claim nothing as new in the buffer, excepting its form and adaptation to my coupler, and also the anti-friction rollers attached thereto. The buffer-plate lo hasa longitudinal central slot withbeveled edges extending nearly its entire length. The combined bar, jaw, and clamp, c, g, and h, move laterally in this slot in the buffer-plate, but the distance of such movementis limited bythe length of the slot. Vertical movement is also restricted or prevented by the slot. m m are anti-friction rollers, attached in any suitable manner on the under part of the'plate to bear up the combined bar, jaw, and clamp when moved laterally in the slot of the buEer-plate. n represents "a link, with a jaw on one end, in the position of escaping from the jaw g and clamp h. This link is an attachment designed to be carried in. each car for the purpose of connecting a car having my improved coupling to a car fitted for a link-coupling only.

In the operation of my invention the lateral enlargement vof the jaw g and clamp h afford a means of rounding and shaping the points to form a wide mouth for the reception of the jaw of the approaching car. The vertical enlargements give strength, and also adapt the coupling device for cars varying in height. It' the top part of one jaw comes in contact with the lower portion of another a safe coupling' will be effected.

It is obvious that my improvement is designed to be on each end of the car, and on all the cars used. The link a, with a njaw on one end, is a simple provision for coupling to cars that have a common draw-head, requiring' a link to couple therewith.

The dotted lines in Fig. l indicate a curved track, and the bar c moved from the center of the carto form a chord corresponding with the arc of the curved track. The lengthening of the chord7 by means of a hinged bar, c, lessons the side pressure on the wheels upon the track or rails during their passage of a curve, andthe danger ot' breaking rails and throwing cars from the track is thereby diminished. The position of the link n illustrates the manner in which an. automatic uncoupling occurs when a car has left the track. A heavy side pressure, such 'as the dragging ot' a car or train off the track7 will allow one jaw to free itself from the other with which it was interlocked. The downward pressure of a broken-down car will also release one jaw from the clasp of the other. Y

Any suitable device may be attached for the springs CZ and f f, clamp h, and enlarged jaw g, in the manner and for the purposes specified.

2. The buffer-plate 7c, carrying the anti-friction rollers m m, combined with the i, coupling device c g h, in the manner described, and for the purposes specified.

LEVI` W. POWLS. Witnesses:

WILLIE RUNKLEs, J. R. HAMMOND. 

